Transmission-controlling mechanism for motor-vehicles.



A. WINTON & H. B. ANDERSON. TRANSMISSION CONTROLLING MECHANISM FOR MOTOR VEHICLES APPLICATION FILED .TAN.10, 1911.

/ Patented May 26, 1914.

4 SHEETS-SHEET 1.

m M M A. WINTON & H.v B. ANDERSON. TRANSMISSION CONTROLLING MECHANISM FOR MOTOR VEHICLES.

APPLICATION FILED JAN.10. 1911. I

4 SHEETS-SHEET Z.

Patented May 26, 1914.

A. WINTON & H. B. ANDERSON. TRANSMISSION CONTROLLING MECHANISM FOR MOTOR VEHICLES. APPLICATION FILED JAN. 10, 1911.

1,098,143. Patented May 26,1914.

4 SHEETS-SHEET 3.

A. WINTON & H. B. ANDERSON. TRANSMISSION CONTROLLING MECHANISM FOR MOTOR VEHICLES.

APPLICATION FILED JAN. 10. 1011.

Patented May 26, 1914. 4 $HBETSSHEET-4.

Z1 .Tcza 15. $612 UNITED STATES PATENT OFFICE.

ALEXANDER WINTON AND HAROLD B. ANDERSON, OF CLEVELAND, OHIO, ASSIGNORS TO THE WINTON MOTOR CARRIAGE COMPANY, OF CLEVELAND, OHIO.

v TRANSMISSION-CONTROLLING MECHANISM FOR MOTOR-VEHICLES.

Original application filed September 18, 1906, Serial No. 335,142.

Specification of Letters Patent.

Patented May 26, 1914.

Divided and this application filed January 10, 1911. Serial No. 601,918.

To all whom it may concern: porting and driving wheels, all of which Be it known that we, ALEXANDER WIN'rON may be of the usual construction. and HAROLD B. ANDERSON, citizens of the As is well known, a single clutch is used United States, residing at Cleveland, in the for sliding gear transmission of ,the selective county of Cuyahoga and State of Ohio, have type, and so far as the present invention is invented certain new' and useful Improveconcerned any desired form of clutch may ments in Transmission-Controlling Mechabe used, and hence we do not show any sp'eco nism for Motor-Vehicles, of which the folcific form of clutch. The clutch pedal 5 is lowing is a specification, reference being had at the end of an arm 6, and this arm is suittherein to the accompanying drawing. ably supported to permit an oscillating This invention relates to improvements in movement of the pedal. An arm 34: is suittransmission controlling mechanism for moably connected to a clutch (not shown) 5 tor vehicles, and is a division of our appliwhich is located in a clutch case 10. It is cation filed September 18th 1906, Serial No. well known that in the form of clutch used 335,142. with sliding gear transmission, the clutch is The particular type of sliding gear transnormally held in operative engagement by mission with which the present invention is means of a spring or springs, and hence this designed to coiiperate, is known as the seneed not be shown or described. lective type, and the objects of the present hen the clutch pedal is in the position invention are to-lock the mechanism in its shown in Fig. 2 it is in operative engage- =neutral position before a change of gear can ment, but when movedin the direction indi- V be made and to prevent the reverse gear cated by arrow in said figure it will be 7.5 from being accident-ally thrown 1nto opermoved out of operative engagement. In the tio selective type here shown, there is employed In order to have the present improvement a plurality of sliding rods 11, and each of fully understood, the construction disclosed these rods is provided with a recessed memand claimed in the said parent application is ber or block 12, with which the controlling here shown and described, and the descriplever 13 cooperates in a manner to be prestion necessarily is identical, or practically ently explained. Each rod carries a member identical with the description of the afore- 14, that is suitably connected with the slid- ,said application. ing gear mechanism, but as this forms no In the accompanying drawings:' Figure 1 part of the present invention the transmisis a view showing in side elevation the desion mechanismand the connections of the vices which comprise our invention attached members 14 therewith is not shown, nor is to a motor vehicle. Fig. 2 is an enlarged it necessary to a full understandingv of the detached side elevation of the features ininvent-ion. volving the invention, a portion of the sup- Referring now more particularly to Fig. 4, 9o porting case thereof being shown in section. the transmission gear controlling lever 13 Fig. 3 is an enlarged detached view of the (which will be hereafter referred to as the cooperating devices between the clutch pedal transmission lever) is attached to a sleeve 16 and the brake lever. Fig. 4 is an enlarged that may be slid and oscillated on a rod 17, sectional view on the line H of Fig. 2. and the lever is located outside of the car Fig. 5 is a detached top plan view of the frame, as shown in Fig. 1. An arm 17 has selective rods. Fig. 6 is an enlarged deits upper end connected with the sleeve 16 tached perspective view of the clutch pedal and this arm 17 is forked as shown, having and the. parts immediately connected there an arm 18. and an arm 19. As shown in to. Fig. 7 is a detached plan view of the Fig. 2, the lower end of the arm 18 is shaped 10C guiding or selective plate for the transmisto engage the recessed member 12. By sion hand controlling lever. Fig. 8 is a secsliding the transmission lever 13 transversely tional view on line 88 of Fig. 7 thereof. of the rods 11 its lower end can be made to Referring now to the drawing, 1 indicates. engage either one of the members 12 desired, the frame, 2 the engine, 3 the front supportand thus when oscillated will move the seing and steering wheels,and 4 the. rear suplected rod endwise for controlling the sliding gear transmission. When the transmission lever is in the position shown in Figs. 1, 2 and 7, it is neutral, and the gears of the transmission are out of mesh. \Vhen it is moved to pass into any one of the slots 20, 21, 22, 23 or 24 of the guiding plate 25, and is then moved into said slot, it will select the desired speed of the transmission. The slotted plate 25 requires that the transmission lever be returned to its neutral or central position before a change of gear can be made, and relates to means for looking all of the rods 11 when they are brought to neutral position, and to require the release of the clutch for unlocking the rods so a change of gear cannot be made without first releasing the clutch, for the purpose of preventing injury to, or the stripping of gears by passing from one speed to another while the clutch is in operative relation to the engine. We will now describe the mechanism for accomplishing the foregoing result. Each of the rods 11 is provided in its under side with a recess 26, and PlVOtGdlbBlOW the rods is a spring latch 27, wide enough and adapted to engage the said recesses 26 of all the rods and lock them in their neutral position, as shown in Fig. 2. Before any of the rods 11 can be moved by the transmission lever for controlling the gears of the transmission, the latch 27 must be disengaged from the recess of the rods. This latch is removably held into the recesses by an expanding spiral spring 28. This spring surrounds a rod 29 which has its upper; end connected to the latch intermediate its ends, and has its lower end connected with a link 30. The link 30 is in turn connected with one end of a lever From the foregoing it will be noted thatthe transmission controlling mechanism is locked when it is in a neutral'position, and the clutch must bezreleased before any of the gears can be put into mesh. So also, if the mechanism is operating through one series of gears, it cannot be changed without bringing the rod 11 which is controlling the mechanism to its neutral position. When .it reaches its neutral osition, the latch snaps into the recess of t e rod and locksit. A

, slot 35 in the link 30 permits the latch to have an upward movement independent of the lever 31 and independent of the clutch when the clutch is in operative engagement.

Hence the clutch must be disengaged before the gear can be changed. The rods 11 have recesses 36 in which spring detents or balls 37 engage, so that the operator can feel the engagement thereof when operating the transmission lever 13 and thus know when the parts are in proper position for the several speeds.

Means is provided for positively locking the selective rods not in use in their neutral positions, and thus prevent any accidental shifting of the gears from any cause. This means consists of a rod 38 which is located and slides transversely of the selective rods 11, and the lower sides of the blocks 12 are provided with recesses 39 which receive the upper portion of the rod 38. Formed in the rod 38 is a notch 40 located under the arm 18, and of a width sufiicient-to permit one of the blocks 12 to pass through, and thus permit the rod 11, which has been selected, to be moved endwise. Carried by the arm 19 of 1 the transmission lever '13, 1s a' segment 41 which enters a groove 42 in the rod 38.

\Vhen the transmission lever is moved latslot 24 is provided with a depending lip 47,

and the transmission lever 13 is provided with a pawl 48 below the plate 25 which is connected with a spring-held push rod 49 carried by the lever 13, and this pawl is normally held thereby against the under side of the plate 25. The pawl 48 and lip 47 therefore prevent the transmission lever from being moved laterally opposite the reverse slot 24 until the pawl is depressed,-v

and thus guards against the operator accident-ally or unintentionally throwing in the reverse speed. The brake lever 50 is connected with the clutch pedal 5, so that when the brake is applied the clutch is released.

This is accompllshed as follows: The rod 51 passes through the tubular member 16 and the brake lever 50 is attached to its outer end (Fig. 4). Attached to the inner end of the rod 51 is a'cam 52 (Figs.,34) and straddling the-rod is a slotted member or yoke 53 whichcarri'es a roller 54, This yoke 53 is attached to an arm 55 by means of a rod or link 56, and the arm 55 is firmly connected with the clutch pedal as shown in Fig. 6. When the brake lever is pulled back to apply the brake the cam 52 is caused to engage. the roller 54 and force the yoke 53 forward, and through the rod 56 connections move the clutch pedal in the direction indicated by the arrow in Fig. 2, and thus release the clutch. When the brake parts are in the neutral position shown in Fig. 2, the slotted yoke permits the clutch pedal to be moved into releasing position independent of the brake. A spring catch or pawl 57 co-acting with a ratchet segment 58 serves to hold the brake lever in applied position until released by depressing the rod 59. y

Having thus described our invention, what we claim and desire tosecure by Letters Patent is:

1. In a controlling mechanism of the type described, the combination with a plurality of independent gear operating. members, a single selective member therefor and adapted to independently operate said gear operating members, means controlled by said selective member and locking those gear operating members at neutral which are not operated by said'selective member and unlocking the gear operatingmember which is operated by said selective member, of a lock .for all of said gearoperating members when they all are at neutral, and a clutch operating member operatively connected with said lock, the parts cooperating as and for the purpose described.

2. In a motor vehicle, the combination of a plurality of speed selective members, a.

lock for holding them at neutral, a transmission clutch controlling member, means controlled by said clutch member adapted to release said look when the clutchmember is in releasing position, a swinging and laterallymovable lever adapted to separately actuate the selective members, a guide plate having slots for the'lever, the plate having a shoulder, a pawl carried by the lever and adapt ed to prevent lateral movement of the lever when it is opposite the reverse slot.

In testimony whereof we hereunto aifix our signatures 1n the presence of two witnesses.

- ALEXANDER WINTON. HAROLD B. ANDERSON. Witnesses:

W. J. WARD, G. M. Lavmm. 

